Automatic power transmitting mechanism



July 9,1935. J. E. PADGETT AUTOMATIC POWER TRANSMITTING MECHANISM FiledNov. 2l, 1932 5 Sheets-Sheefl l .s W m m m d rl..

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AUTOMATIC POWER TRANSMITTING MECHANISM Filed Nv. 21, 1952 5 sheets-sheet2 July 9, 1935. J. E. PADGETT AUTOMATIC 'POWER TRANSMITTING MECHANISMFiled Nov. 21, 1932 5 Sheets-Sheet 3 w" 04 J I wwwmwwvx m a@ www /f wwww N w wmv n www ww n Sw Nw n Q Q www www ww www www ww\ JMW /ase/olP00776 maw/@jam July 9; 1935. l J. E. PADGE-llT 2,007,304

AUTOMATC POWER TRANSMITTING MECHANISM Filed NOV. 21, 1952 5Sheets-Sheetf 5 :Ff/4 'FJ-gf.;

X775 Josep/2E Paa'yetf/V- vtorque multiplying automatic transmissionmechthe driving to the driven member through a, 55

Patented July 9, 1935 l UNITED STATES PATENT oFFlcE AUTOMATIC POWERTRANSMITTING MECHANISM Joseph E. PadgettQToledo, Ohio ApplicationNovember 21, 1932, Serial No. 643,744

46 Claims. (Cl. 'i4-260) The present invention relates to automaticanism in which the prime mover is permitted to mechanisms fortransmitting power from a drivoperate at a sufficiently high speed toapply subing member to a driven member, adapted for a stantial torque,and` preferably approximately wide variety of automotive and industrialdrives. maximum torque tothe torque multiplyln mech- 5 Moreparticularly, the present invention relates anism at all times when thespeed of oper tion of 5 to automatic power transmitting mechanisms inthe driven member is below the point where the which power is deliveredfrom the driving to the prime mover can handle the load in direct drive,driven member with sufficient torque amplicain combination withmechanism operative to aution at relatively low driven speeds to Vpickup the tomatically establish direct drive between the lo load and toaccelerate the driven shaft until it is driving and driven members whenthe driven l0 rotating at a speed where the prime mover can member isoperating at a speed suiicientto endrive the load without the aid oftorque multipliable the prime mover to handle the load without cation,when the driven member is automatically torque multiplication, I havebeen able to procoupled to the driving member. vide simple, highlyefficient, low costs and com- Various automatic power transmittingmechpact power transmitting mechanisms. My imanisms have heretofore beenproposed, but none of proved mechanisms perform the manifold funcsuchprior automatic transmissions have been tions and deliver the powerrequired Well within commercially feasible because of the complicatedthe space and size limits allotted t0 modern automechanisms utilized,failure to perform all of -the motive transmission mechanisms inentirely autofunctionsnecessary'for practicability, their high maticmanner for forward running, and provide 20 cost of production, lack of.durability and reason- Simple loW cost reversing drives with a minimumable life, and excessive size and weight necessary of manual control.Because of the fact that they to transmit a reasonable amount of power.While permit comparatively high Speed prime mover opintensivedevelopment work has been carried foreration during starting operations.in addition to ward and vast expenditures of time and money being highlyuseful for automotive drives. they 25 have been made in efforts toproduce automatic permit the adoption of eillcient high Speedsimtransmissions for automotive, industrial and like plified electricalmotors. lsteam turbines. and the uses, that will meet the essentialrequirements of like as prime movers for electrically and steam 10W 00streasonable lifey and satigfactory opera.- driven Vehicles and industrialdrives Such 8S 10- tion, such efforts have all heretofore failed.Comotive, elevator. drier. conveyor. Crusher and 30 The prior .proposedunsuccessful mechanisms similar drives requiring heavy starting torque.have all been designed to pick up the driven loads and Which have beenheretofore driven by eX- with as little slippage as possible, withtheresult pensive Prime movers in Which 10W cost and efthat excessivetorque multiplication has been ciency have been necessarily sacrificedto secure necessary to start the loads with prime movers large startingtorque at very sloW starting speeds. 35 inherently limited to acomparatively small torque It is accordingly. a Primary object of myPresdelivery at low operating speeds, such as inent invention to provideloW cost. long life comternal combustion engines, high speed electricpact, light Weight. highly efficient automatic motors, steam turbinesand the like prime movtransmissions that Will permit prime movers ersdesigned primarily for eiiicient high speed oputilized therewith tooperate at sulciently high 40,

eration and large power delivery, with comparaspeeds to deliversubstantial torque while starttively small size and weight. In effortsto provide ing and accelerating the lood driven by the translow costsimple structures, mechanisms with a missions, and operative toautomatically estabsingle ratio of torque multiplication have been llshdirect drive through the transmission when proposed but have' failedvbecause of lack of exithe load has' been accelerated to a sufficiently45 bility and capacity, and because of ineiiicient imhigh speed .topermit effective handling of the practical mechanical design. ToY avoidthese difload Without torque multiplication.

ficultiesl-multiple torque ratio mechanisms de- Another object of myinvention is to provide signed to give flexibility and properfunctioning automatic power transmitting mechanisms that have failedbecause of complexity of mechanism, Will automatically disconnect thedriving and lack of life in practice, high cost, and inability drivenmembers when the prime mover is voperto deliver the power necessary whenconstructed ating at speeds below the speed of efficient torque inpractically usable sizes and weights; delivery, which willAautomatically and smoothly By providing a combined slipping drive andtransmit power from the prime mover through torque multiplying mechanismwhen the driven member is operating at relatively low speed, and whichwill directly couple the driving and driven members when the speed ofthe driven member is such that the prime mover does not require torqueamplification. Above this speed the driving and driven members areautomatically coupled together independently of the torque multiplyingmechanism and below this speed, power transmission occurs through thetorque multiplying mechanism, with smooth continuous delivery of powerduring the transition between direct drive and torque amplifying drive.

It is another object of the present invention to provide automatic powertransmitting mechanisms embodying automatic clutch mechanisms that will,automatically and smoothly transmit power from the prime mover throughthe driving to the driven member through a torque amplifying mechanismwhen the driven member is operating at relatively low speed, and whichwill directly couple the driving and driven members when the speed ofthe driven member is such that the prime mover does not need torqueampliilcation, and wherein the primary automatic clutch mechanism forestablishing the torque amplifying coupling between the driving anddriven members is so related with the mechanism that it is actuated inaccordance with the speed of the prime mover, thereby functioning as aslipping drive to allow the prime mover to operate at speeds necessaryto develop adequate power to accelerate the driven shaft through suchtorque multiplying mechanism, and the secondary automatic clutchmechanism for establishing a direct coupling between the prime mover anddriven member is so associated with the mechanism that itisautomatically actuated in accordance with the speed of the drivenmember, so that the direc-t coupling operation between the prime moverand driven shaft is effected in accordance withthe speed of the drivenmembers, securing smooth acceleration of the driven member and avoidingpremature engagement of the secondary automatic clutch mechanism, whichwould result in prolonged slipping of the secondary clutch mechanismsbefore a direct drive between the prime mover and driven member could beestablished.

A further object of the present invention is to provide automatic powertransmitting mechanisms that will provide a slipping, torque amplifyingcoupling between the prime mover andthe load drivenby the transmission,wherein the slipping period is relatively great to thereby permit primemovers utilized therewith to operate at sufl'iciently high speeds todeliver substantial torque while starting and accelerating the load, andoperative to automatically establish a second slipping torquetransmitting coupling between the prime mover and load having a smallerperiod of slippage than that present in th@ rst slippingcoupling tocomparatively rapidly couple the prime mover and load for synchronousrotation when the load has been accelerated to a suiiiciently' highspeed to permit eifective liandling of the loadwithout torquemultiplication.

It is a further object of the present invention to provide a powertransmitting mechanism that will smoothly transmit power from the primemover to the driven member -through a torque K amplifying mechanism whenthe driven member driven members when the speed of the driven` member issuch that the prime mover does not require torque amplification andwhich is provided with mechanism whereby the driving and driven membersmay be manually disconnected during any phase of transmission operation.

It is a further object of the present invention to provide automaticpower transmitting mechanisms that will automatically disconnect thedriving and driven members when the prime mover is operating at speedsbelow the speed of eilicient torque delivery, which will automaticallyand smoothly transmit power from the prime mover to the driven memberthrough a torque amplifying mechanism when the driven member isoperating at relatively low speed, and will directly couple the drivingand driven members when the speed of the driven member is such that theprime mover does not need torque amplification and which are providedwith manually operable mechanism for establishing a direct drive betweenthe driving and driven members when the prime mover is operating atidling speed or is stationary.

Another object of the present invention resides in the provision ofautomatic power transmitting mechanisms of the character mentionedwherein the torque vamplifying mechanism and the associated parts are sodesigned that they may be manually operated to establish a reverse drivebetween the driving and driven shafts, without employing auxiliaryreverse gear mechanism in lconnection therewith. v

A further object of the invention is to devise a power transmissionhaving a primary driving member, a driven member and power amplifyingmeans including an intermediate shaft, and clutches for coupling saidintermediate shaft with said members, one of said clutches so designedand arranged as to be automatically responsive to speeds of theintermediate shaft.

A further object of the present invention is to provide automatic powertransmitting mechanisms of the character mentioned so designed that theymay be installed in motor vehicles without requiring the projection ofthe usual clutch pedal and transmission controls into the driyerscompartment.

A further object of my invention is to provide automatic powertransmitting mechanisms of the character mentioned utilizing a pluralityof clutches so designed that the clutches are required to transmit nomore than the direct torque of the engine, and are not subjectedtoamplied torque, thereby providing smooth operation and imparting longlife to the mechanisms. Y

It is another object of the present invention to provide automatic powertransmitting mechanisms of the character mentioned provided withslipping drive clutch mechanisms so designed that only a single forwardtorque multiplication of comparatively low ratio need be employedtherein, providing flexible and smooth operation with rapid pick up ofthe load, and without perceptible transition from .torque multiplyingoperation to direct drive.

M y invention further provides a power transmitting mechanism of thecharacter mentioned utilizing a plurality of automatic clutches, sodesigned that all ofthe clutch mechanisms incorporated therein maybecompletely isolated from the chamber housing the torque multiplyingmechanisms and bearings so that the clutch mechanisms utilized may be ofthe dry or selfautomatic lubricated type. thus avoiding `uncontrollablemodication of the operating characteristics thereof through vexposure togear and bearing lubricants. l

A further object of the present invention is to provide automatic powertransmitting mechanisms of the character mentioned wherein torquemultiplying 'mechanism is provided that is normally inoperative totransmit driving elfort'to the prime mover with torque amplificationwhen the load is driving the transmission mechanism as for example,during motor vehicleidecelera-` tion, thereby avoiding wear of the gearreduction mechanism and permitting the prime mover to operate at lowspeeds under such conditions.

Another object of my invention is to provide power transmittingmechanisms wherein the torque multiplying mechanism ls normallyinoperative to transmit-driving efforts to the prime mover when the loadis driving the mechanism but which may be controlled to cause the torquemultiplying mechanism to become operative to transmit i power from thedriven member to the prime mover whereby, in an automotive vehicle, thebraking effect of theengine may be selectively employed to control thespeed of the vehicle.

Further objects of my invention will become apparent as the descriptionthereof proceeds in connection with the annexed drawings and are pointedout in the agnexed claims.

In the drawings:

Figure 1 is a longitudinal sectional view of one form of an automaticpower transmitting mechanism embodying my invention.

Figure 2 is a sectional view taken approximately on the lines II--II andin part `on line IIaf-IIa of Figure l, looking in the direction of thearrows.

Figure 3 is a section taken approximately on the line III-111 of Figure1 when viewed in the direction of the arrows.

Figure 4 isa fragmental sectional view taken on the line IV-IV of Figure2.

Figure 5 is a fragmental sectional view taken upon line V-V of Figure 2.

Figure 6 is a section taken upon line VI--VI of Figure2, with partsbroken away to more clearly show the structure involved.

Figure '7 isa fragmental sectional view of the primary automaticclutch/of the mechanism illustrated in Figure 1 of the drawings with theparts thereof in engaged position.

Figure .8 is a fragmental sectional view of the secondary clutchmechanism of the automatic power transmitting mechanism disclosed inFigure 1 with the parts disposed in clutching position.

Figure 9 is a y longitudinal sectional view of another form of automaticpower transmitting fhmechanism embodying my invention.

Figure 10 is a view similar to Figure 9 illustrating a furthermodification of my invention.

Figure 11 is a longitudinal sectional view. of another form of automaticpower transmitting mechanism embodying my invention.

Figure 12 is'a longitudinal sectional view of a further form ofautomatic power transmittingv Figure 15 is a view similar to Figure 14and is taken on line XV-XV of Figure 13.

Figure 16 is a fragmental sectional view illustrating a manual throwoutmechanism that may be used in connection with the primary automaticclutch mechanisms of the transmission mechanisms illustrated in Figures1, 9, 10, l1 and 12 of the drawings, and

Figure 17 is a fragmental sectional view taken on line XVII- XVII ofFigure 16, looking in the direction of the arrows.

Referring to the drawings wherein likereference characters designatelike parts throughout the several views, in Figure 1 a housing I isshown, in which a primary automatic clutch mechanism is enclosed whichwill be described first.

Secured to flange 4 of engine or driving shaft 5, by means of bolts 6 orthe like, in well known manner, is web portion 'I of flywheel 8.Disposed in axial alignment with driving shaft 5, and mounted forrotation, is driven shaft II, which will be hereinafter termed theintermediate shaft and which is reduced at I2 and journaled in asuitable anti-friction pilot bearing assembly I3, mounted in a bore inthe end of shaft 5 in well known manner.

Intermediate shaft II has the other end thereof operably connected to anovel automatic transmission for amplifying the torque applied to thenal driven member in a manner to be presently ,described Shaft II has asplined portion I4 upon which a correspondingly splined hub I5 isslidably mounted. Hub I5 is provided with a flange I6 to which issecured, by means of rivets or the like, a driven' disc I1. While I havedisclosed disc I1 as being rigidly secured to flange I6 of hub I5, it isto be understood that if it is desired a resilient coupling of any wellknown construction may be interposed between these two members for thepurpose of dampening out torsional vibrations set up in the crank shaftof the engine.

Each face of disc I1 near the periphery thereof is provided with afacing I9 and 2D respectively, which may consist of any materialthat hasthe required characteristics to give the correct frictional grippingforce, and at the same time has wearing qualities adapting it for thispurpose.v

I prefer, however, to use the types of material which in practice havegiven very satisfactory results in an automatic slipping drive andclutch mechanism of the Powero type. Frictional facings I9 and 20 may besecured to disc I1 in any suitable manner as for instance by rivets orthe like.

Facing I9, secured to disc I1, cooperates with the dat face of flywheelBand is adapted to be engaged andfrictionally driven thereby. Facing 20,provided on disc I1, cooperates with a plate 22 which will behereinafter termed the `automatic plate for the reason that it isautomatically actuated and is adapted to engage and clamp driven memberI1 between it and the flat face of the flywheel. Disc I1, along with hubI5 and facings I9 and 20, constitutes the driven member,

and'this entire driven assembly will be hereinmitted to move axiallythereof for clutching'.

declutching purposes, by means `of key slots 23 formed therein, whichare disposed at preferably intervals around the periphery of plate 22,each of which cooperates with curved fingers 24 formed on and projectingfrom the face of member 25, which preferably takes the formof an annularplate secured to the face of the flywheel by means of cap screws 26 orthe like. It is to be understood, however, that plate 25 may be sodesigned as to consist of a plurality of segments or brackets withoutldeparting from the spirit of the present invention.

Disposed parallel to automatic plate 22, and also mounted for rotationwith ilywheel 8, is a. plate 28 which will hereinafter be termed thereaction plate because plate 28 takes the reaction of the automaticweights in a manner presently to be described. Referring moreparticularly to Figures 1 and 2 of the drawings, automatic plate 22 andreaction plate 28 are urged toward each other by means of bolts 29 thatare threaded into automatic plate 22 at 3|, and are encircled bycompression springs 32 which seat at one end directly against reactionplate 28, and at the other end react against the heads of bolts 29. Asseen in Figure 2 bolts 29 are three in number and are spaced atapproximately 120 intervals about the periphery of plates 22 and 28.While automatic plate 22 is keyed to rotate with flywheel 8, and bolts29 may act to cause the reaction plate 28 to rotate with automatic plate22 and therefore flywheel 8, and when bolts 29 are properly designedthis keying means is entirely satisfactory. I preferably, however,employ additional means for keying the reaction plate directly to plate22 and this structure will now be described.

Spaced ears or fingers 34 (Figures 2 and 5) are struck inwardly fromenlarged apertures 35 formed in reaction plate 28 at approximately 120intervals, apertures 35 permitting a wrench or other tool to beintroduced therein for manipulating cap screws 26. Ears 34 extend beyondthe face of plate 28 into recesses 36 formed in automatic plate 22 andprovide driving facesfthat closely abut the opposite sides of each earor finger, and are adapted for sliding engagement therewith.

Automatic plate 22 is normally urged toward the flywheel by means of aspring assembly consisting of a plurality of springs interposed betweena pair of annular reacting members. To this end reaction plate 28 isprovided with an annular seat 4|, which receives the reaction of aplurality of springs 45, and is made of sheet metal suitably formed togive it suflicient rigidity for this purpose. Seat 4| is provided atsuitablev intervals around its periphery with spring retainers 44 whichare adapted to center and form seats for one end of compression springs45. Interposed between springs 45 and plate 28 are heat insulatinggaskets 46 which may consist of any suitable material having heatinsulating properties, rfor preventing the transfer of heat fromreaction plate 28 to springs 45, so that their proper temper may bemaintained even under severe conditions of abuse of the mechanism.However, with the novel mechanism illustrated, it should be particularlynoted that no heat is generated in plate 28 because it is spaced fromplate 22 in which the heat is actually generated through slipping driveconditions, and therefore heat transfer from plate 22 to plate 28 isrelatively slow, due to the cooling l` effect of ventilating aircurrents owing therebetween, and gaskets 46 can accordingly be omittedfrom all but extremely heavy duty transmissions.

The other ends of springs 45 cooperate with an annular plate 41, whichis provided with spring retainers 48 for centering them. Springs 45 mayseat directly against plate 41 for the reason that no heat is generatedby the elements in contact with plate 41. Plate 41 is apertured atapproximately 120 intervals about its periphery and slidably receive capscrews 49, which have the ends thereof reduced to provide a shoulder andare threaded into plate 28. The heads of screws 49 limit the movement ofplates 28 and 41 away from each other for a purpose that will presentlybe set forth. The face of plate 41 bears against and cooperates withcurved faces 5D formed on levers 5I.

The spring organization just described is low in cost and givesexcellent practical results and is preferred, but it is to be understoodthat if desired springs 45 and plate 41 could be replaced by a properlydesigned single spring of the type disclosed in the application ofCharles B. Spase Serial No. 527,429, led April 3, 1931, and good resultsobtained.

Levers 5| are preferably three in number, so that plate 41, in responseto the action of springs 45, is urged into a stable position on a threepoint support, and is thereby caused to exert an equal pressure uponeach lever regardless of slight inaccuracies of the levers, holding thelevers tight at all times in operation.

The outer end of each lever 5| is journaled on a pin 52, which in turnis secured in a saddie member 53. Each saddle member 53 is secured tothe, face of reaction plate 28 by means of bolts54 and nuts 55,cooperating with apertures formed in plate 28. Before saddle members 53are applied to the face of plate 28, a plurality of adjustment shims 56are preferably interposed between it and plate 28.

Each lever 5|, intermediate its ends, is apertured and provided with apin 51, upon which the outer ends of link members 58 are journaled. Theother ends of each pair of links 58 are provided with a pin 59 rigidlysecured therein in any suitable manner and which is journaled in asaddle member 6| secured to the face of annular plate 25 by means ofbolts 62 and nuts 63. The heads of bolts 62 are preferably received incountersunk recesses in the face of annular plate 25 so annular plate25-may seat flush against the flywheel face.

From the structure so far developed it will be .seen that automaticplate 22 and reaction plate 28 are keyed together and are also keyed torotate with the flywheel 8, and yet are permitted to move axiallythereof and with respect to each other for clutching and declutchingpurposes. It will moreover be seen that plates 22 and 28 are urgedtogether by springs 32 and the inner ends of levers 5| are urged to theright as shown` in Figure 1, by springs 45 which motion tends to urgeplates 22 and 28 'as a unit toward the fly- -wheel face through themedium of links 58. The plates are held however in the positions theyare shown in Figure 1 in what I term' the automatic position, and thispositioning of the parts is effected by cap screws 48 which limit themovement of plates 28 and 41 away Ifrom each. other under the inuence ofsprings 45 and therefore establish a clearance between automatic plate22 and the drivlen n'iember in' operation. Levers 5 I are always heldunder'stress by the action of a plurality of relatively lightcompression spring 65 interposed between reaction plate 28 and ilywheel8 to hold the inner ends of levers 5| rmly against plate 41 at all timesand thus ensure the maintenance of a slight plate clearance at idlingspeed.

In operation, plate 28 is urged toward the wheel by the direct pressureof springs by virtue of their direct reaction, and plate 28 is furtherurged toward the flywheelby the outer ends of springs 45which, throughplate 41 and levers 5| exert an amplified force upon plate 28. As abovepointed out, however, springs 45 are restrained from urging plate 22into contact with the driven member by studs 49, which are so designedthat a small clearance exists between the plates when the centrifugalmechanism is inoperative.

In view of the fact that reaction plate 28 and the outer ends of levers5| may be adjusted toward and away from each other by shims 56, shims 56may be inserted or withdrawn from the proper saddle member assemblies 53to bring about proper parallel relation of parts. It is contemplatedthat the shim adjustment shall be an initial factory adjustment for thereason that A, after the clutch mechanism has been in use, there is notendency 4for automatic plate 22 and reaction plate 28 to workthemselves into non-parallel relation with the flywheel because the wearthat does occur on the faces of each lever 5| will occur to an equalextent upon each of them since they are acted upon by an equal force,namely, onethird of the total pressure exerted by springs 45, due to thethree point nature of the connection existing between the springs vandthe levers.

'I'he preferred automatic speed responsive or centrifugal operatingmechanism will now be described. The rear face of automatic plate 22 isprovided with an annular recess 1| which is preferably rectangular incross-section, and which provides a fiat bottom face against which theautomatic or centrifugal weights fulcrum and react to cause clutchengagement. Centrifugal weights, designated generically. by referencecharacter 12, are preferably three in number and are disposed betweenthe lever and saddle assemblies. Each centrifugal weight preferablyconsists of a lever section 13 which is of substantial width and whichsections are received in rectangular apertures 14 formed in reactionplate 28. levers 13 carry at their extremities heads 15,

each of which is provided with a flat face 16 that normally abuts thebottom face of annular recess or grooves 1| in automatic plate 22 whenthe engine or primemover is operating at idling speed or is stationary.Heads 15 are also provided with a reaction face 11 which normally abutsthe face of reaction plate 28 and is designed for fulcruming engagementtherewith during operation of the weights. lieved to provide' knife-likeedges'18 which are adaptedto rotate or pivot'on the bottom face ofrecess 1| formed in automatic plate 22. 'I'he relieving operationenables a good knife edge 18 to be formed on each weight head 15, andallows pivotal movement thereof without interference from the outer sidewall ofgroove 1|. However, unrelieved weights may be employed in agroove that is suitably designed, so as to have a relieved outer sidewall. It is to be also understood, that if desired, individualrectangular seats may be formed in plate 22 for cooperation with heads15 of weights 12, though I prefer to employ an annular groove in plate22 because of the advan- Heads 15 have their outer sides re-` tages ofsuch structure that will now be set forth.

Referring more particularly to Figure 2 of the drawings, each extremityof knife edge 18 is seen to engage the outerswall of recess 1|, whilethe inner face of head 15 engages the inner wall of recess 1|, therebypreventing' rotation of heads 15 and keeping them in proper assembledrela-- tionship at all times. In this connection it should be noted thatwhen plates 22 and 28 are separated, heads 15 of weights 12 may belifted out of recess 1|, and the weights removed from the mechanism.This is a desirable feature because the weights can then be madeintegral and readl-l ly incorporated in the mechanism after they havebeen completely machined, thus cutting down production costs. Knifevedges 18 are adapted to cooperate with the fiat bottom face of recess 1|and thereby act in line contact upon plate 22 for a substantial distanceacross the face thereof, whereby uniform distribution of pressure aroundthe entire area of the automatic plate is effected. It should beparticularly noted that no expensive machining loperations are requiredto provide accuracy of the centrifugal weights because annular groove 1|is readily machined in plate 22 in a single inexpensive operation andthe weight heads are securely held in position therein during all stagesof operation.

The mass of weights 14, and the number employed in a particularinstallation is determined by a consideration of the combined pressurethat they must transmit for proper operation of the clutch mechanism. Inthe automatic drive and clutch mechanism shown, three equally spacedweight assemblies are employed. Each weight 12 is further provided witharecess -8| which allows free operation thereof without interfering withholdback bolts 29. It will therefore be seen, as the speed of thflywheel increases, each weight 12 will gradually swing outwardly aboutthe edge 18 as a pivot in response to centrifugal force. As this occurs,reaction faces 11 of heads 15 will abut and slide on the face ofreaction plate 28, and knife edge`18,

by virtue of its engagement and pivoting upon` the flat bottom surfaceof annular groove 1| in automatic plate 22, will force automatic plate22 into engagement with facing 20 of disc I1, uthus. causing disc |1 tomove axially and bring the face I9 thereof into contact with theflywheel face. As this occurs,. face 11 of head 15 will force reactionplate 28 away from the flywheel against the action of springs 45, whichact directly upon plate 28 at one end, and act indirectly at the otherend through the medium of levers 5| to resist movement of reaction plate28 away from the flywheel. Accordingly, as .weights 12 swing outwardlyand bring the driving and driven members into clutching engagement,reaction plate 28 is forced away from the flywheel, and due to theresilient nature of the backing means therefor, should certain weights12 swing further outwardly than the remaining weights, the pressureexerted thereby will neverthelessbe 'uniformly distributed about theperiphery of plate 22 for the reason that reaction plate 28 can take aslight angular position with respect to automatic plate 22, due to thefact that its ysole movement limiting means is constituted by springs45.

If reaction plate 28 were not allowed to rock in the manner justdescribed, the reaction thereof against outward movement of the weights12 would be equal, and if the outward movement of certain weights weregreater than that of the remaining weights, the resulting action ofthese weights would cause a greater force to be exerted upon automaticplate 22 in the regions against which they act, and therefore automaticplate 22 might be distorted as a result of such non-uniform applicationof force thereto and clutch engagement would not be as smooth as withthe mechanism illustrated.

Referring to Figure '7 of the drawings, the centrifugal weight theredisclosed is shown in its outermost position, and automatic plate 22 andreaction plate 28 are shown in their separated positions, at which timedriven member l1, carrying faces I9 and 20, is clamped securely betweenautomatic plate 22 and flywheel 8 and the clutch is thus engaged. Todefinitely limit the swinging movement of each weight assembly in itsoutward direction a finger 82 is struck out of plate 28 on each side ofholdback bolts 29, which weights 12 are adapted to engage, therebyproviding a definite stop for each centrifugal weight assembly so thatat extremely high speeds excessive pressure between automatic plate 22and the driven member cannot occur, and to definitely stop all of theweights in a common plane normal to the axis of the mechanism, so thatat high speeds dynamic balance of the entiremechanism is secured, andvibration thereof is avoided.

'I'he parts of the clutch mechanism illustrated. in Figure 1 are shownin the positions they assume when the engine or prime mover is idling 0rstationary. As the prime mover accelerates, centrifugal weights 12gradually swing outwardly and cause automatic plate 22 to move towardand force clutch member I 1 against the flywheel in the mannerpreviously described. It shouldbe noted that the movement of automaticplate 22 away from reaction plate 28 is opposed by holdback springs 32,and therefore weights 12 are held under control and do not vibrate.Holdback springs 32 therefore, in addition to predetermining the speedof the mechanism at which clutch operation is initiated, exert asteadying influence 'upon the mechanism. As weights 12 swing furtheroutwardly they react against plate 28 and cause pressure to-begraduallybuilt up in springs 45 and this gradual build up of pressure in spring45 causes a torque of gradually increasing magnitude to be transmittedto driven shaft H. Rotation of intermediate shaft is thus initiatedwithout shock. When the prime mover attains suicient speed, weights 12will have swung to their furthermost limits in contact with fingers 82and the driving and clutch plates will be in ilrm drivingengagement withno slippage between them. A smooth automatic drive with a slipping pickup that permits the prime mover to operate at eilicient torque deliveryspeeds at all times is thus established from the prime mover totheintermediate shaft |I.

Holdback springs 32 and pressure springs 45 are preferably so designedthat when they are compressed by the action of weight 12, a slippingtorque transmitting connection will be established between the drivingand driven members, for a period as great as or greater thanapproximately 100% to 125% of the initial engaging speed of the drivingmember. For instance, if in the particular automatic clutch illustrated,the clutch commences to engage and transmit torque when the speed of thedriving member is, for example, 500 revolutions per minute, engagementmay be completed with sufficient pressure s0 that n0 slippage will existbetween the driving and driven members when the driving members attainsa Speed of approximately 1,000 or more revolutions per minute. Theautomatic clutch, in establishing a slipping drive between the primemover and load, over a substantial speed range, permits the prime moverto operate at a higher point on its speed-torque curve and therefore todevelop more torque than if the conditions of substantially no slippagebetween the prime mover and load existed. I

In the particular clutch illustrated, holdback springs 32 may be sodesigned that they urge automatic plate 22 and reaction plate 28together with a total force of approximately 400 pounds, and pressuresprings 45 are designed that they oppose the reaction of reaction plate28 with a total force of approximately 1,200 pounds when the plates arefully engaged and Weights 12 are in their outermost positions againsttheir stops 82. Therefore, weight 12 must exert a certain force toinitiate clutch engagement, and approximately four times this force tocomplete the engagement, when they are exerting their full pressure.Accordingly, in view of the fact that in centrifugal mechanism of thischaracter the available forces vary as the square of the speed, thespeed of the driving member at the completion of clutch engagement, willbe double the speed at which clutch engagement is initiated, and a widerange of slipping drive is provided permitting the prime mover tooperate at sufcientspeed to develop substantial torque at the point ofcomplete non-slipping clutch engagement.

Secured to housing by means of cap screws 85 or the like is a sectionaltransmission housing 86 provided with a cylindrical bearing support 81which extends into clutch housing I through the opening therein andextends also into housing 88. Transmission housing 88 is provided with acover 88 detachably secured thereto by means of cap screws 89 or thelike, and with a drain plug 9| for draining lubricant therefrom.

Member 81 is provided with a wall 92 which extends toward shaft andterminates short thereof. Annular groove 93 formed in wall 92 isprovided with a sealing member 94 adapted to engage shaft I to preventlubricant contained in housing 88 from leaking into clutch housing I.

Journaled in combined radial and thrust antifriction bearings 95supported within member 81 is cylindrical sleeve 98 connected to clutchmember 91 by an integral Web 98. Intermediate shaft II extends throughsleeve 98 and is journaled therein by means of suitable roller bearacombined radial and thrust anti-friction bearing |05, located in bore|08 formed in the enlarged rear end of shaft I I and held in said boreby a ring |00 which may be secured by screws or any other suitablemanner to the enlarged portion of the shaft. Bearing |05 is so designedthat it rotatably supports shaft |04 for. radial loads, and at the sametime will efficiently take axial thrusts tending to move shafts and |04relative to each other.

From the structure so far developed it will be seen that shaft andclutch member 91 are mounted for rotation relative to each other withincylindrical portion 81 of housing 80, and shaft |04 is mounted forrotation in housing 86 and may rotate relative to shaft II and clutchmember 91. Clutch member 91 is provided with an annular rim |00, theinternal face of which is provided with a plurality of recesses |09(Figure 3) The outer walls of recesses |09 are provided with cam faces II0, with which rollers III are adapted to engage to preventanti-clockwise rotation of clutch member 91 when the mechanism is viewedfrom the left hand side of Figure 1. Abutting against each roller III isone end of a compression spring I|2, the other end of which abutsagainst projections II3 formed in recesses |09. Rollers III alsocooperate with an annular race member I I 4 which is frictionally ttedupon the outer face of member` 81, and keyed thereto in any suitablemanner as by a feather key II5 or the like. Clutch rollers III areretained in operative position against endwise 'displacement within themechanism by means of a plate |I6 (Figure 1) secured to the radial faceof rim |08 by means of screws |I1 or the like. Referring to Figure 3,anti-clockwise rotation of member 91 is prevented by rollers IIIwedging. between cam faces formed in member 91 and the outerperiphery ofstationary race member II4.

Clockwise rotation of member 91 is permitted because rotation in thisdirection of member 91 causes rollers I I I to roll down their cams I I0and thus frees them from their wedgingdisposition between the cams andrace II4.

As cam faces I I0, with which rollers III cooperate, are formed inrotating member 91, when member 91 is rotating in a clockwise directionin Figure 3, clutch rollers III are overrunning and centrifugal forceacting on them tends to cause them to roll down their respective camfaces against the action of springs ||2. This movement of rollers IIIhelps them to be withdrawn from engagement with'member I4, and as theretends to be no engagement thereof with relatively moving parts, rollersI I I will not have flat at which time there is no centrifugal forceacting upon rollers III, which are then readily wedged between cams IIOand member II4 by the action of springsl I2, thereby locking member 91against anti-clockwise rotation.

Shaft` I I is provided with an enlarged end portion upon which gearteeth' I2I are formed. Meshing with gear teeth I2I are pinions |22vwhich are rotatably journaled on studs |23 which in turn are rigidlysecured in apertures |24 formed in reaction member |25, preferablyintegral with shaft |04. Gear and shaft assemblies |22 and |23respectively are preferably three in number, although the mechanism willvfunction satisfactorily if a greater or less number are employed.

,Pinions |22 cooperate with the internal gear teeth |23 formed `on theinner periphery of annular extensionv|21 formed on member 91.

When driving shaft is operated below a predetermined speed, for exampleengine idling speed, there is no connection between shafts 5 and II dueto retraction of centrifugal weights 12 by the action `of holdbacksprings 32. When the prime mover is accelerated to a speed substantiallyabove idling speed, centrifugal weights 12 swing outwardly and causeautomatic plate 22 to engage and clamp driven member I1 between it andthe flywheel face, simultaneously causing pressure to be built up insprings 45 and transmitting torque to shaft II in the manner previouslydescribed. Clockwise rotation of shaft II, viewed from the left end ofFigure l, through the medium of gear teeth I 2 I tends to cause pinions|22 to rotate in an anti-clockwise direction. With shaft |04, whichcarries pinions |22 upon member I 25, resisting rotation, and shaft 5driven, pinions |22 tend to rotate about shafts |23 as stationary axesand to cause anti-clockwise rotation of member 91 viewed from the leftend of Figure 1, which however, is prevented by clutch rollers I I I,which, as above pointed out wedge themselves between cam faces ||0 andthe periphery of stationary race member II4. strained fromanti-clockwise rotation, and shafts |23, upon which pinions |22 aremounted, are caused to travel with a planetary movement in a clockwisedirection causing clockwise rotation of shaft |04. Accordingly, shaftII, through the medium of pinions |22 and clutch member 91, will duringsuch operation, transmit amplified torque to shaft |04, causing it torotate in the same direction as shaft'5, the torque amplificationdepending vupon the gear ratios utilized.

Shaft |04 may constitute the final driven member for various types ofindustrial or like drives or mayr extend into a housing |30, 4which mayenclose any well known reversing mechanism provided with a control leverI3I having an operating wire |32 associated therewith. Control wireassembly |32 in the present instance constitutes the well known Bowdenwire control and may be operated by a control knob on a vehicle dash orin any other suitable location for shifting lever |3| to shift the gearscontained in housing |30 to reverse the nal drive. It is to beunderstood of course that if desired, any other linkage mechanism mightbe employed to operate lever I3I and a perfectly satisfactoryorganization obtained. Extending outwardly from housing |30 is drivenshaft |33 which is connected to the propeller shaft of the motor vehiclein any well known manner. After the vehicle (or other load) has beenbrought up to a predetermined speed by means of gears I2I and- I22, adirect drive between shafts II arid |04 is established by means of acentrifugally actuated clutch member |35, provided with a facing |36which may consist of any suitable material, but which preferably is madeof the material used for clutch facings I9 and 20 containing solidlubricant. However, as facings |36 operate in housing 86, which isdesigned to contain lubricant, it is apparent that` a facing materialhaving an inherently higher coefficient of friction can be used becausethe coefficient of friction of facing material |36 in practice will bematerially lowered by the presence of the lubricant in which it isnormally partially immersed.

Facing |36 cooperates with driving face |31 formed on member 91. Clutchmember |35 is held in place in the mechanism by means of a plurality ofshouldered bolts |38 slidably received inv apertures |39 formed inreaction member |25 and threaded into clutch member I 35 at I4I. Bolts|38 compel clutch member |35 to rotate with disc member |25. Members |25and I 35 are urged together by means of compression springs |42, whichencircle bolts |33 and bear against the heads thereof.

Clutch member |35 is caused to move into clutching engagement 'withfacey |31 by means of a plurality of centrifugal weights |44 which aresimilar in structure and function, to weights Member 91 is thereforere-v 12, previously described. Each weight |44 is provided with arectangular lever portion |45 of substantial width which seats in arecess |46 formed in the periphery of member |25. Each weight |44 isfurther provided with a head |41, the inner portion of which seats in anannular groove |48 that is preferably machined in member |25. Each head|41 is provided with a base |49 adapted to react and fulcrum against theshoulder provided by groove |48. Provided on each head |41 is a at face|5| adapted to seat against the fiat face of counterbore |52 formed inmember |35 when the weights are in their neutral or retracted position.Heads |41 are further provided with knife edge fulcrums |53 adapted tofulcrum on the at face of counterbore |52 in operation. Annular recess|48 and counterbore |52 are readily machined in members |25 and |35respectively, and efficiently retain weights |44 during all conditons ofoperation. Each extremity of knife edge |53 contacts the outerperipheral wall of counterbore |52, while the inner portion of head |41contacts the cylindrical wall of recess |48, thereby preventing rotationof weights |44 while the side walls of |46 prevent circumferentialdisplacement of weights |44. The mass and number of weights |44 employedis largelya matter of choice depending upon a consideration of theforces that they must exert upon plate |35, and in the present instancesix equally spaced centrifugal Weight organizations are employed.

In order to limit the outward movement of weights |44 under theinfluence of centrifugal force, reaction member |25, adjacent theperiphery thereof 'is provided with a flange |54, with which weights |44are adapted to cooperate as shown in Figure 8. 'I'he parts as theyappear in Figure 8 correspond to fully engaged conditions, with a slightclearance existing between weight |44 and stop |54. During normaldriving operations suchh clearance will be maintained,

stops |52 being employed to limit further outward movement of -Weights|44 when engine speeds are excessive, thereby preventing facing |36 frombeing subjected to excessive squeezing action under such conditions, andto also prevent excessive elastic deformation of clutch parts that aresubjected to the action oofthe weights.

Assuming that shafts and |04 are being driven through the medium ofgearing |2| and |22 as previously described, with shaft 04 rotating at aspeed at which the prime mover can vde" velop sufficient torque tohandle the load without torque multiplication, centrifugal weights |44will pivot outwardly about their knife edges |53 forcing clutch member|35 away from reaction member |25 against the action of spring |42, thuscausing facing |36 to engage face |31. It will be remembered that duringthe operation of gears |2| and |22, prior to engagement of facing |36with face |31 formed on drum 91, drum 91 is held at rest against itstendency to rotate in an anti-clockwise direction by overrunning clutchrollers Gradual engagement of members |36 and |31 caused by theoperation of weights |44, now causes member 91 to be graduallyaccelerated in a clockwise direction, disengaging clutch rollers Pinions|22 previously disposed between rotating gear |2| and a stationaryinternal gear |26, are then disposed between two gears rotating in thesame direction, shaft |04 is accelerated in accordance with theacceleration of member 01, and when-members |35 and 61 are lockedtogether with no slippage between them by the increased pressuresexerted by Weights |44, shafts |04 and are driven at the same speedsince gears |22 are restrained from rotating by virtue of theirengagement with member 91, which is then locked against rotation withrelation to member |25 by which they are carried.

During the engagement of surfaces |36 and |31, sleeve 96 and shaft |04tend to separate due to the action of centrifugal weights 44, but thisend thrust is opposed by thrust bearing associated with shaft and sleeve96 and by thrust bearing associated with shafts and |04. When clutchmembers |35 and |31 are fully engaged sleeve member 36 and shaft |I,between which thrust bearing |0| is interposed, are stationary withrespect to each other and shafts and |04 have no relative angularmovement. Therefore thrust bearings |0| and |05, when the transmissionis operating in direct drive, do not rotate and perform the solefunction of absorbing the thrust of centrifugal weights |44 andaccordingly have a long life under heavy thrust loads.

When operating a vehicle provided with an automatic transmissionmechanism of the character described in direct drive, all that isnecessary to bring it to a stop is to release the accelerator and toapply the brakes. When the vehicle has de-celerated to a predeterminedspeed through the combined braking action of the engine and the brakemechanism, centrifugal weights |44 will be restored to their neutralposition under the influence of holdback springs |42, releasing clutchmembers |35 and |31. Shaft |04 will then drive shafts |23 and pinions|22 with a planetary movement around gear |2| rotating Vwith the engine,which tends to drop to idling speed because the throttle is closed.Pinions |22 will accordingly rotate in a clockwise direction as viewedfrom the left end of Figure 1, about their respective axes, and willcause member 91 to rotate in a similar direction. As overrunning clutchwill lock member 91 only against anti-clockwise rotation, clutch rollersWill be shifted into their disengaged positions and member 01 willrotate in its bearings 95, thus relieving gears |22 of all toothpressure, the driving connection will be broken and the engine willaccordingly drop to idling speed releasing the primary clutch connectionbetween shafts 5 and until the engine is again accelerated. Although thebraking effect of the engine is not utilized after disengagement ofclutch surfaces |36 and |31, the vehicle speed at which centrifugalweights |44 retract is so low that the greater part of the brakingeffect of the engine has already been utilized in decelerating thevehicle. As soon as disengagement of the clutch interconnecting shafts 5and occurs, shaft and driven member |1 are free to idly rotate and maydo so under the influence of shaft |04 acting through gears |22. Member91 likewise may rotate since it is urged in a clockwise direction bypinions |22 so long as shaft |04 rotates. However, under theseconditions little or no rotation of gears |22 about their shafts |23occurs, depending upon the friction present in the bearings for shaftand member 91 respectively.

After both clutch mechanisms are released, the vehicle may be brought toa complete stop by continued application of the brake mechanism, or ifdesired, the engine may be accelerated, causing weights 12 to swingoutwardly about their pivots thereby coupling shafts 5 and Gear |2| willthen drivelpi'nions 22 and the reaction of pinions |22 against shafts|23 tendsto produce anti-clockwise rotation of member- 91, thus Acausingclutch rollers to lock member 91 -in When it is desired to reverse thevehicle'the engine is decelerated to lidling speed and the Bowdenwirecontrol knob is operated to actuate lever |3| to shift the reversingmechanism contained"iin housing |30. The engine is then accelerated,causing shaft |04 to be driven by engine shaft 5 in the mannerpreviously described, and although it is possible, if the engine isaccelerated sufficiently, to establish adirect drive between shafts and|04 when operating in ref verse gear, it is contemplated that thedesired vehicle speed in reverse is so low that shaft |04 will be drivenby shaft through the medium of gears |2| and |22 to transmit only anamplified torque thereto.

Itis therefore seen, that with the present drive mechanism the necessityfor a clutch pedal and gear shift lever is entirely dispensed with, andlthe number of controls in the drivers compartment of the vehicle ismaterially reduced, a brake pedal and accelerator constituting theentire control mechanism for the entire vehiclev driving mechanism. I

Due to the smooth operating characteristics of the primary automaticclutch mechanism, and its ability to smoothly transmittorque'eiiiciently under slipping drive conditions, if called upon, itcould in fact be employed to directly couple shafts 5 and |04, and wouldstand up underv these conditions in View of the lubricated character ofthe facing material employed therein and the heat dissipatingcapabilities thereof. Therefore the ratio of the gearinginterposed-between shafts and |04 may have a fairly low multiplicationand yet permit the vehicle to bel started on steep grades with perfectease.' 'I'his is a particularlyv 'desirable characteristic for thereason that when the vehicle is being accelerated through theintermediary of gears |2| and 22, the relative speed of shafts and |04is not excessive and when shaft 04 reaches sufficient speed and weights|44 operate; they are not called upon to bring two shafts intosynchronism that are rotating at widely variant speeds, and thereforecan smoothly and emcientlyperform the functions required of them.

While the mechanism shown provides only a single gear reduction, whichis entirely satisfactory in a light vehicle of the pleasure car class,it is to be understood that in heavy duty vehicles, such as trucks,busses, rail cars and the like, twoor more of the transmission unitsdisclosed would beldisposedin series behind .a single primary clutch togive two or more Ygear reductions, and in such case the centrifugalweights of the rst secondary clutch mechanism would beso designed'as tomove into full engagement considerably beforel the centrifugal weightsof the second secondary automatic clutch mechanism came into play, sothat a direct drive would be established between the shaft coupled bythe first secondary automatic clutch mechanism while.

torque is transmitted between the' shaft coupled by the secondary clutchmechanism through the gear reduction. In such a power transmittingmechanism final conditions are reached when the primary automatic clutchmechanism and all of the secondary automatic clutch mechanisms are fullyengaged and a direct-drive is established from the engine to the rearWheels of the vehicle.

In practice the secondary or direct coupling clutch-operated by weights|44 is preferably designed so that 'the complete engagement iscomparatively rapid, so that full engagement occurs with a speeddifference of approximately ten to twelve 'percent or less, orapproximately one tenth of the speed difference in which slipping driveconditions exist in the primary clutch so that the opportunity forprolonged slipping during load conditions under which the directcoupling clutch is in slipping drive engagement as might occur underunusual conditions in practice, is reduced to a minimum. The primary orslipping drive clutch, it will be noted, is separately housed from thedirect coupling clutch and gearing, so that suitable lubricant for thegearingmay be supplied in the gear housing without affecting `theslipping drive primary clutch.

Referring to Figure 9 of the drawings, I have disclosed a modified formof power transmitting mechanism which is Asimilar in some respects tothat disclosed in Figure 1, and is adapted to be used in connection witha primary automatic clutch mechanism having similar characteristics tothat shown in Figure 1 and therefore the reference characters and havebeen applied to the clutch housing and intermediate shaft there shown.

Secured to the rear face of clutch housing by means of cap screws or thelike is transmission housing |86 provided with a rather large opening|81 permitting some of the mechanisms to be withdrawn therethrough whenhousings and |86 are disassembled. Housing |86 is also provided withthe-usual inspection cover |88, and lubricant drain plug |89.

Radial wall |90 of clutch housing is procured to the hub of member |9|by screw threads A or the like is a. sealing member .|91 having anannular groove |98 formedtherein which contains a suitable packingmember |99 which cooperates with shaft and consists of leather -or anyother suitable material for preventing lubricant from working alongshaft into the clutch'housing. Y v

Disposed in axial alignment with shaft and having the rear end thereofmounted for rotation inbearing 20| Vsupported in an aperf4 ture in"housing |86, is a shaft 204. The other end of shaft 204 is mounted forrotation in a pilot bearing 205 locatedl in arecess 20S formed in thevenlarged rear end of shaft lBearing 205 is designed to support shaft204 for radial loads and at the same time to efficiently take axialthrust tending to move 'shafts and 204 relative to each other, and tothis end the respective-ball races are rigidly secured in any suitablemanner to their respective supporting members.

Clutch member |94, is provided with an annular rim 201 in which clutchroller cam pockets '208 are formed. Clutch rollers 209 cooperate clutchhousing I, and clutch member" |94 is locked against anti-clockwiserotation when the device is viewed from the left hand side of Figure 9.

Shaft II is provided with an enlarged end upon which gear teeth- 2II areformed. Meshing with gear teeth 2II are pinions 2I2, rotatably journaledupon studs 2I3 which inrturn are rigidly carried by a reaction member2|5. 'I'he latter has a splined hub 2 I6 slidably mounted upon splinedportion 2I1 of shaft 204. In the device shown in Figure 9, pinion andshaft assemblies 2|2 and 2I3 respectively, are preferably three innumber. Pinions 2| 2 cooperate with internal gear teeth 2I8 formed onthe inner annular face of member |94.

In the structure so far described, as the weights 12 of the primaryautomatic clutch mechanism swing outwardly and cause rotation of shaftII, such rotation, through the medium of gear teeth 2| I, causes pinions2I2 to tend to rotate in an Vanti-clockwise direction. Shaft 204, whichcar ries pinions 2I2 upon reaction plate 2I5 thereof, resists rotationand thus pinions 2 I2 rotate about the axes of shafts 2I3 and tend tocause anticlockwise rotation of member |94. Anti-clockwise rotation ofmember |94, however, is prevented by clutch rollers 209 which, inresponse to anti-clockwise rotative tendency of member |94 cooperatewith the racemember 2|9 and cams 208 to lock member |94 againstrotation. Since member |94 is' therefore positively restrained fromanti-clockwise rotation the shafts 2I3, upon which pinions 2I2 aremounted, are

caused to travel in ak clockwise planetary path, causing clockwiserotation of shaftY 204. It is thus seen that shaft II, throughthe'medium of pinions 2I2 and clutch member |94, transmits an amplifiedtorque to shaft 204 and causes it to rotate .in the same direction.

Shaft 204 may constitute the final driven member or load, but ispreferably associatedwith the reversing gear housing |30, which issimilar in structure to that shown in connection with the automaticpower transmitting' mechanism of Figure 1, and functions in preciselythe sam manner for obtaining a reverse drive.

After the vehicle, (or other load) has been brought up to apredetermined speed by means of gears 2II and 2|2, a direct drivebetween shafts Il and 204 is established by means of' a clutch member22|, provided a facing 223 which may consist o f any suitable material,-hutwhich preferably is made of the same material as that employed theclutch facngs prerviously disclosed. YClutch member 22| is actu- Member22| is normally urged toward member 2|5 by means of a plurality ofholdback bolts 225, held in apertures in member 22| by means of threadsor by shoulders and upset ends, as shown. Each holdback bolt 225 isencircled by a compression spring 226, which seats at one end directlyagainst member 2I5, and at the other end against the bolt head. Whenmember 22| is in its retracted position under the iniluence of springs226, there is no contact be-A tween facing 223 and driving face 224formed on `member |94. y

Reaction member 2I5 is normally urged to the left as seen in Figure 9 bymeans of a relatively heavy compression spring 221 which seats upon thehub 2I0 thereof and reacts against the ring 22B which in turn is heldagainst axial movement by means of a split ring 229, sprunginto a groove23| in the shaft 204.' Movement of reaction member II5 to the left underthe influence of spring 221 is limited by a collar or like spacingmember 232, which encircles shaft 204 and is held thereon against axialdisplacement in'any suitable manner, as e. g., by means of the innerball race of bearing 205. Under the proper speed conditions of shaft204, member 22| is urged into clutching position againstthe action ofsprings226 by means of a plurality of centrifugal weights 233, providedwith lev'er sections 234 extending through apertures 235 formed in thereaction member 2 I 5.

Lever sections ,234 carry heads 236 on the ends y thereof. Heads 236cooperate with annular grooves 231 and 230 form'ed in members 2I5 and22! respectively in precisely the same manner as heads 141 of weights|44 disclosed in the device of Figure `1 of the drawings. i

From the above description it will be seen that when shaft'204, underthe influence of gears 2II and 2l2, is brought upto a predeterminedspeed, the weights 233 will pivot outwardly under the inuence ofcentxifugalforce and will thrust member 22| to the left against theaction of holdback springs 22B, and then, when facing 223 contacts I,clutch face,22 4, movement of member 22| will be arrested. `[Llponfurther outward movement of weights 233, reaction plate 2I5 will beforced to the right to gradually compress spring 221, thus causingthe'clutch to take holdsmothly, and the shaft 204 to be intimatelybrought up to the speedof shaft II in the manner described in connectionwith themechamsm of Figure 1.

1n order to definitely limit the outward movement of weights 233, aflange 24| or the like is formed on the periphery of reacon member` 2 I5 which the weights 233 are adapted to seat when they are disposed inthe positions corresponding 'to fully engaged clutch conditions. Whereasstop members |46` employed in conne nim with the-mechanism illustratedin Figure 1 vdesired positionV and thus predetermine the drivingpreuremrted thereby.

During the clutch operation, sleeve member |93 and shaft 294 have beenurged away' fromV each other by the action of weights 233 through themedium of spring 221 and rings 228 and229,andsuhtendencyhasbeenopposedby thrust bean'ngs |99 associated with shaft II and sleeve|93,anda1sobythrustbearing2l5 associatedwth shafts Il and 294. In thisconnection it should be particularly noted that when clutch` members 22|and |94 arefullyand acneto-one ratio exists between shafts I and 204,the

sleeve member I 93 and the shaft II, between which thrust gearing |96 isinterposed, are stationary with respect to each other, and shafts 'I Iare idle and perform no other function than that of taking the thrust ofthe centrifugal weights 233. Hence no wear is imposed upon them, andthey have a long life under such conditions.

Although reaction member 2 I 5, which supports pinion 2 I 2, is movedaxially during the clutch operation, this movement is small and nointerference with the proper operation of pinion 2|2 is caused. However,if herringbone gears are employed, no axial movement can be allowed andin such an event it is to be understood that shafts 2|3 may be lmountedupon a member rigid withy shaft. 204, and the clutch mechanism may bedisposed to the right thereof so as not to interfere therewith.

Referring to Figure 10 of the drawings, I have disclosed a furthermodified power transmitting mechanism which is similar in some respectsto those previously described. Clutch housing I has scecured to the rearface thereof a transmission housing 245 by means of cap screws-246threaded into flange 241 of housing 245. Housing 245 is likewiseprovided with an inspection cover 248 and a lubricant drain plug 249.Clutch housing I provides a cylindrical bearing support in Which abearing assembly 252 is heldfby means of a cap member 253 secured tohousing I with cap screws 254 threaded thereinto. vSince the front endof shaft I I is rotatably mounted in pilot bearing I3 located in theflywheel, the shaft II thus is Vrotatably mounted against angular aswell as raf on which gear teeth 264 are formed. Gear teeth` 264ycooperate .with pinions 265 whichare rotatably supported upon studs 266which in turn are suitably secured in apertures in member 263.

Pinions 265 mesh with internal -gea teeth 261 formed on a clutch member268. Member 268 is provided vwith a hub portion 269 in which a pluralityof cam pockets 213 are formed. A corresponding. plurality of overrunningclutch rollers .212 cooperate with the pockets and also with" astationary race. member 214 which isA keyed orv otherwise suitablysecured to a. supporting 215 rigidly carried -by the housing 245.

Rotation of shaft II, produced` by operation of weights 12 associatedwith the primary automatic clutch mechanisms, causes pinions 265 to tendto rotate member 268 in an anti-clockwise direction when viewed from theleft 'end of Figure 10. This tendency of member 268 causes rollers 212sleeve to wedge themselves between cam pockets 213 and race members`214,thereby locking member 268 in stationary condition. y Pinions 265 arethereby causedto roll in a clockwise direction around the pitchcircleocf internal' gear 261, and accordingly their pivots 266 arecaused jto take which shaft 266 is rigidly secured, is in Ln rigidlysecured to 'shaft 26|, shaft 26| is thereby caused to rotate at areduced speed with respect tothat of shaft II.

'When shaft II reaches a 'predetermined speed, shaft 26| is acceleratedto rotate in unison there with by means of a clutch member 211 providedwith a friction facing 218 which cooperates with a cone-shaped face 219formed on member 268. Clutch member 211 is actuated by speed-responsivemeans'which in the present instance comprises centrifugal mechanism.y InView of the fact that clutch member 211 cooperates with reaction plate28| and the centrifugal weights and holdback bolts in the same manner asthose elements illustrated in Figure 9 of thedrawings,`

they will be given the same reference characters, and the operationthereof lwill not be repeated. Reaction member 28| is slidably mountedupon shaft II for rotation'therewith by means of a key 282 or the likeand it is urged to the right' against a stop member 283 by means of acompression spring 284 which reacts against a ring 285 that is securedagainst movement axially of shaft I by means of a split ring-286, sprunginto a groove 281 formed in shaft II.

When shaft 26| has been brought .up to a preagainst the action of spring284, thus causing a pressure to begradually built up therein and alsobetween facing 218 and clutch face 219.

When` weights A233 have reached thein outer limit of movement, pinions265 will .then be idisposed between two members which are rotating inunison, namely member 268 and shaft II. Therefore they Will not rotateabout their axes, but will drive the shaft 26|. l

In View of the fact that in this instance the secondary clutch mechanismis mounted upon shaft II, instead of lupon the driven shaft as in thepreviously. described clutch mechanisms, weights 233 are designed withsmaller mass than weights 12 of the primary clutch mechanism, so thatthey will not swing outwardly in response to centrifugal force until thephase of operation through the gear reduction has been terminated.During clutch operation-shafts II and 26| have been urged away from eachother by action of weights 233, and in order totake care of thistl'uust, hub 269 of member 268 is provided with a combined radial andthrust bearing assembly 29| which serves to rotatably support member 268and to also oppose-axial thrust exerted thereon. Bearing assembly 29|therefore transmits thrust from member 268 to shaft 26| from whence itmay be transmitted either to shaft II through the medium of combinedradial and thrust bearing 256or to the housing assembly by way of thebearing 251.

Referring now to l the automatic power` transmitting mechanism disclosedin Figure 10 is shown with a modified form ofmechanism for directlycoupling shafts I and- 26| when the proper torque-speedconditions exist.

Secured to shaft II, as by a key 30|, is )a driv- Figure 11 of thedrawings,

clockwise planetary paths. Since member 263,'to ing member 302 in the form of a disc having a. f'f

peripheral ange 303 and an intermediate offset portion in which member233 is nested to obtain compactness. Member 302 has chord`a1 slots 303through which extend the lever sections of a plurality of centrifugalweights 305. Weights 305 are similar in structure and function to thosedisclosed in Figure 10, and they cooperate in a similar manner with anannular recess 303', formed in the automatic plate 301, to causeclutching and declutching movements.

Automatic plate 301 is urged toward member 302 by means of a pluralityof shouldered holdback bolts 308 which are slidably received inapertures 309 in member 302 and are threaded into automatic plate 301.Each bolt 333 is encircled by a compression spring 310 which seats atone end against the'zhead thereof, and reacts against member 302.Automatic plate 331 is therefore urged toward member\302 and clamps theheads of weights 305 thereagainst, thus causing weights 305 to benormally urged into their inner or neutral positions. .Weights 305 arefurther provided with recesses 311 so that they may operate Vwithoutinterference from holdback bolts 333.

Disposed in axial alignment with automatic plate 301 is an annular disc312, which has the inner peripheryl thereof riveted to the ange of asplined hub 313. Hub-3 l3 is axially slidable on splines 315 formed onVmember 233. Each side of disc 312 is provided with an annular facing314, similar to those previously described. movement of automatic plate301, in response to operation of weights 305, causes disc 312 to beclamped between it and a backing plate 313, for causing member 238 to beaccelerated to rotate ultimately in synchronism with shaft I1. Y

Backing plate 313 is connected to member 303 for rotation therewith andfor movement axially thereof by any suitable means, (not shown), and isunder the iniiuence of a plurality of compression springs .31,1 whichseatthereagainst. The springs also react against a cover plate 318,secured to flange 333 of member 302 by machine screws'313 or the like.Movement of plate 313, to

theleft in Figure 11 in' response to the action of springs 311, islimited by bolts 321 which are slidably disposed in apertures in plate313 and threaded into plate 313. Bolts'321eare so designed, that whenweights 305 are in their inner or neu- 'tral position,. clearances wille'xist between the driven disc 312 and the plates 331 and 313 therebyrelieving facings 315 of driving pressure and disconnecting members 302and 233. If desired quate power to cause further acceleration of shaft231 in direct drive, weights 335, in response to centrifugal force pivotoutwardly about their fulcrums and' act upon automatic plate 331 tocause it to move to 'the right against the action of holdback springs3,13 to clamp plate 312 between it and backing plate 313, thusinitiating clutch engagement. y. Further outward pivotal movement ofweights 335 causes pressure tobe built up in springs 311, and torque tobe transmitted from shaftll to member 233. Member 233 is accordinglyaccelerated, becauseV overrunning clutch rollers are now unlocked andpermit clockwise rotation of member 233 when viewed from the left end ofFigure 11. When the speed of shaft `11 becomes suiliciently high,weights 305 pivot outwardly to their limits and make contact with theface of member 302, at which time the pressure exerted thereby issufficiently great to cause a non-slipping drive to be establishedbetween shaft 11 and member 233; and in view of the fact that pinions235 are now disposed between two members that are rotating in unison,member 233, upon which they are supported, is likewise caused to rotatein unison with shaft 11.v A direct drive between shafts I1 and 231 isthus automatically l The secondary automatic clutch incorporated in thepower transmitting mechanism just described may be substantiallyisolated from the lubricant contained in housings 235 and 130, therebyenabling the clutch mechanism to function as a dry or self lubricatedclutch'. To this Vend the radial face of member 233 is provided with anannular groove 3 23 in which is fitted a suitable packing or sealingmember 323 for cooperation with the radial face of member 302, and hub333 is similarly provided with a groove 325' Vcontaining a sealingmember 323 for cooperation housing 235, and operation of the automaticclutch in a substantially dry condition is assured,-especially in9 viewof the fact that during direct drive operation there is noreactivemotion between packing 'member 323 and the cooperating face of member302. If desired, an initial supply of lubricant may be introducedintothe' mechamism-containing chamber by means of a -suitable fitting (notshown) tappedIinto member 233.

Referring now to Figure 12 of the drawings. a further modied form ofautomatic power transmitting mechanism is which is so designed that thesecondary automatic clutch mechanismmaybeinstalledinthe housingcontaining the primary automatic clutch mechanism, and thereby mayoperate as a dry clutch. The secondary automatic clutch m employed inthis formof the'invention is similar in some respects to the primaryclutch mechanismsdescribedinoonnectionwithliigures1,9,`

inspection cover 333 and lubricant drain plug 334. Housing v| isprovided with a cylindrical bearing support 335, in which is journaled,in bearing vassemblies 330, sleeve 331 of a clutch disc 338. Passage oflubricant from housing 33|; between sleeve 331 and bearing support 335',into housing I is prevented by means of a plate 339 having a packinggland 34| therein provided with suitable packing material 342cooperating with the outer surface of sleeve 331. Plate 339 is securedto housing I in any suitable manner, as by machine screws 343. Theintermediate shaft Il is rotatably supported within the sleeve 331 bybearing assemblies 344, and therefore the sleeve 331 and the shaft arerotatably mounted in housing and may rotate relatively 'to each other.Introduction of lubricant into housing I, between shaft I I and sleeve331', is prevented by means of a plate 345 secured in sleeve 331 andcarrying a packing ring 346.

Disposed in axial alignment with shaft I, and mounted for rotationin'bearing yassemblies 349 and 35|, carried by the shaft and the housing33| respectively, is a driven shaft 354. The rear end of shaft I isenlarged vand in toothed engagement with pinions 356 supported ponshafts 351. These shafts are rotatably jourrialed at one endin a carrieror cage member 358 secured to shaftl 354 by key 359 or the like, .and attheir other ends are journaled in a similar cage member 36 rigidlysecured `4to sleeve 331 in any suitable manner. l. Although cage members358 an 36| may be entirely independent of each othe and functionsatisfactorily, I prefer to design them as shown, with portionsintermediate the pinions 356 securely clamped together by means of bolts362 and nuts 363, thus to constitute a rigid structure assuring perfectalignment'of the journals forthe opposed endsof shafts 351. Atthe sametime any forces set up as the result of anytendency of the cages torotate relatively to each other are im-' posed upon, and transmitted byvbolts `362, instead of shafts 351, thus assuring free rotation ofshafts 351 in their bearings and also maintaining pinions 356 in properassociation with gear 355.

365 formed in. a member v366. Overrunning clutch rollers 361 cooperatewith cam faces 368 formed in member 366, and with a` race member 369supported on the` sleeve-like portion 31| of the housing 33|, inprecisely the same manner as in the corresponding organizationsdisclosed in Figures and '11 of the drawings, to prevent anti-clockwiserotation of member 366 while permitting clockwise rotation thereof (whenviewedw rmember 338, by virtue of their rigid connection f with Icage358, are rotated in unison with shaft 354., driven by gear'355 andpinions 356.` lThe secondary automatic clutch mechanism employed inthis, form of the invention is supported upon member 338 and 'hence isresponsive to driven shaft speed. This secondary clutch is 4similar inmany respects to thesprimary clutch and is constructed as follows. Y Y

Shaft I| hasta splined portion-4M receiving a splined hub 4,15 providedwith a flange 4|6 to which is secured a disc 4|1. The sides of disc 4"|1are providedrwith facings 4|9 and 420 which pinions 35s aisdmesh withinterna gear teeth stifen, reaction plate 42.8 and avoidv excessiveflexpreferably consist of a material like that described for use-in theprimary automatic clutch.

Disc 4|1 along` with hub 4|5 and facings 4|9 and 420 constitutes thedriving member. The

facing 4|9 cooperates with the at face of memv 5,

ber 338 to be engaged and frictionally driven thereby. Facing 420cooperates with a plate 422, which will be hereinafter termed theautomaticv plate for thefreason that it is automatically actuated andisadapted to engage andiclamp menin-4 ber 4|'1 between it and the flatfac "of member 338. v

Plate 422 is driven with member 338, and is permitted' to move axiallythereof for clutching and declutching purposes, by means of key slots423 formed therein, which preferably are disposed at 120 intervalsaround the periphery of plate 422. Each slot cooperates with a nger 424formed on and projecting inwardly from one end of abracket 425 that issecured to the member 338 by' cap screws 426. Automatic plate 422 hasflat sides 421 which allow brackets 425 to be 'disposed with -their endsadjacent the periphery thereof. s

Disposed parallel to automatic plate 422, and also mounted for rotationwith member 338 is a plate 428, which will hereinafter be termed thereaction Vplate because it takes the reactions of the automatic weightsin a manner presently to be described. The plates 422 and 428 are urgedtoward each other by compression springs 432 which ,encircle the bolts429. I

Spaced ears v434 (Figures 13 and 15) are formed adjacent enlargedapertures 435 in the reaction plate 428 at approximately 120 intervals..Ears 35 v434 extend into recesses 436 formed in automatic plate 422; 4'

A sheet metal plate 44| is provided which/overlaps react'ion plate- 428as shown inlligure 12 and which receives the reactions of a plurality ofsprings. 445. The outer ends of-springs .445 are received in and seatagainst .the bottoms Iof cup members 446, which are iianged and arereceived in apertures in an annular plate 441. Plate 441v is apertured.at approximately 120 intervals about its periphery and slidably receivescap screws 449, anchored in the plate 44 I. The heads Aof cap screws 449liinit the movement of plates 44| and 441 away from each other. Thevface of plate 441 bears against curved faces 450 formed on levers 45|..

The outer end of each lever 45| is journaled on` a pin 452 which in turnis held in a saddle member 45.3, each saddle member 453 being securedtothe reaction plate 428. Each lever 45|, intermediate lits ends, isapertured and journaled upon afpin held under stress in contact withplate 441 by the action of a plurality of relatively light compressionsprings'465,v correspondingto springs 65 of the primary clutchmechanism, interposed between reaction plate 428 andmember 338.4 Inorder to to centrifugal force to cause clutch engagement.'

to clutch engagement. Each centrifugal weight preferably consists *of alever section 413 which is of substantial width and received in therectangular recesses 414 and 414' formed respectively in reactionplate423 and plate 44'| Levers v413 carry at their extremities heads415, each of which is provided with a ilat face 415 that normally abutsthe bottom face of annular recess or groove 41| in automatic plate 422when the engine or prime mover is operating at idling vspeed or isstationary. The reaction face 411 of each head 415 normally abuts theplate 44| andY is designed for fulcruming engagement therewith duringoperation of the weights. Referring to Figure 13, it should be notedthat when plates 422, 428 and 44| are separated, heads 415 of weights412 may be lifted out of recess 41|, and the weights removedfrom themechanism.

As'shaft 354 and member 335,-which is directly coupled therewith isaccelerated, through the medium of gear 355 and pinion 355, to a speedat which the prime mover can deliver suiiicient torque to causeacceleration of shaft 554 in direct drive, which in turn ispredetermined by the mass of weights 412 and the design of springs 432and 445, each weight 412 will gradually Swing outwardly about its edge415 as a pivot in response against plate 44| and cause pressure tobegradually built up in springs 445 and this gradualV buildup of pressurein 445 causes a torque of gradually increasing magnitude to betransmitted from shaft to cage members 355 and Y mi when shaft :54, andmember' 33s, connected thereto, attain suilicient speed, the weights 412move to their outermost limits in contact with fingers 432, and thedriving and driven members Awillthenbedisposedinilrmdriving engagement,with no slippage between them, and theV pinion carrier and member 355,as well as shafts and 354, will then rotate in unison. Upon initiationof this operation, overnmning clutch.

rollers 351 release member 355 for clockwise roltation in response toacceleration of pinion cages- 255 and 25|, caused by rotation impartedthereto by member 4|1.

'Although Vplate 44| and reaction plate 423 are made of`comparativelylight gauge sheet metal,

- heads 415 of weights nz reacting against plate 44 I, will benegligible.

in aregion thereof.; that is overlapped by'plate 425, thus aording twothicknesses of material Yfor cooperation with heads 415 to distributethe pressure created thereby. I prefer to construct reaction plate 425of any suitable ordinary sheet metal, and plate 44| of sheet metal thathas been hardened in any well known mannerso that any wear thereofcaused by the slight sliding action that does take place between heads415 plate The operation of the described mechanism ofFigures12-15ispreciselythesameinmostrespectsas thatofthe similarmechanisms pre- 70/ viously described,'the maior differences beingpointedout above. Likewise, the advantages of many common structuralfeatures and arrangements are the same. The complete operation shouldtherefore be understood'by reference to `the description of Figure 1'and to ,the following added subject matter, part of which deals` withall forms of the invention.

It should be observed that the torque amplifying apparatus of Figure l2is so designed that every moving part'may be effectively lubricated by'maintaining a suitable lubricant level vin housing 33|, and at the sametime, the secondary clutch mechanism is completely isolated from suchlubricant, thereby permitting it to operate as a dry clutch. Althoughthe secondary clutch mechanism in this form of the invention isre-'sponsive to the speed of shaft 354 through its connection therewiththrough sleeve 331 and cages 35| and 358, obviously, if desired, it maybe designed to operate in accordance with the speed of shaft by mountingmember 33,3 upon shaft and member 4|1 upon sleeve 331.

It is also contemplated as part of this inven- -tion that the automaticpower transmitting mechanisms illustrated in Figures 1, 9,510 andv l1may be modified Afor braking operation in precisely the same manner asjust described for Figure l2, by applying suitable braking means tomembers 91, |94, 258 and 268 respectively of these mecha- Referringagain to the several 'mechanisms i1- lustrated in Figures 1, 9 and 12'of the drawings, the secondary automatic clutch vmechanisms thereofoperate solelyI in response to 'the speed of rotation of shafts |04, 204andf354 respectively, which may for all purposes be considered as thenal driven shafts because the torque, amplifying coupling is disposedbetween them and the prime mover. A The secondary clutch mechanismsdisclosed in Figures l0 and 11 of the drawings do not respond directlyto the speed of the driven shafts, but in view of the fact that .theyare carried by intermediate shaft which isdenitely coupled with thedriven shaft through the interposed gear mechanism, they thereforeoperate in accordance with the speed of the driven shafts. This is ahighly desirable result for the reason that operation of such secondaryclutch mechanisms is entirely independent of the speed of rotation ofthe prime mover, but is dependent upon the speed of the final drivenshaft, and I after all, since the speed of the final driven shaft lorthe load is theessential factor in the operation of the secondaryautomatic clutch mechanism, such operation should take place when theload has been'accelerated to a speed where the prime mover has developedsuiiicient power to cause further acceleration of the load without theaid of torque amplifying mechanisms. Therefore secondary clutchoperation should not depend solely upon the speed of the' prime mover,but

should be correlated with the speed of the load and the prime mover. y A

Moreover the present organization allows the holdback springs andcentrifugal weights of the secondary clutch mechanisms to be ofj'substantially similar design tothose employed in the primary clutchmechanism, whereas, if the secondary Aclutch mechanism were dependentupon,

'and wholly responsive to the'speed of the prime mover, it vwould benecessary to specially design,

the springs and weights for operation at a higher speed than that of theprimary automatic clutch mechanism driven by the prime mover. Otherwise,upon acceleration of the prime mover. both clutch mechanisms wouldoperate almost simultaneously to directly couple the prime mover withthe intermediate shaft I| and theI nal driven shaft, and the torqueamplifying coupling therefore could never be utilized. I

closed, if it is desired to start the v hicle on a grade, the engine isaccelerated and the weights 12 of the primary automatic clutch mechanismoperate to establish a slipping torque transmitting coupling between theprime mover and the intermediate shaft. Rdtation of the intermediateshaft, through the mediuml of the interposed gearing, causes anamplified torque to be transmitted to the driven shaft. Through theslipping drive coupling existing between the prime mover and the load,the prime mover is allowed to accelerate and operate eflciently on arelatively high'point on its speed-torque curve to develop` adequatepower to start the vehicle, even though the interposedgear mechanism mayhave only a low torque amplification. During this operation, thesecondary automatic clutch mechanism is inactive sincel it relies forits actuation upon the speed of the load, and the onlyv connectionexisting between the-prime mover and .its load is that established bythe interposed gearing, which supplies sufficient torquelamplication toenable the engine to effectively handle the load under these conditions.

By way of a concrete example, /assuming that any one of the variousnovel transmission mechanisms herein disclosed is Fincorporated in amotor vehicle, andthe transmission gearing has a reduction of- 2 to 1,4and the primary clutch mechanism initiating operation at an lenginespeed of 500 revolutions per minute, completing its operation at anengine speed of 1000 revolutions -per minute, a non-slippingdrive withtorque amplification is thereby established'between the engine and therear wheels whenthe engine is operating at 10004 revolutions per minute.`With normal rear axle gear ratios, this results in a vehicle speed ofmiles per hour, although it is to` be understood that completion ofprimary clutch operation may take place at a higher or lowervehiclespeed, depending lupon whether the vehicle is ascending or descending agrade or proceeding on a level surface.

'Under these conditions the secondary clutch mechanism, due to the factthat it is actuated in accordance withthe speed of the driven shaft andvehicle wheels coupled thereto, may be `designed to operate to directlycouple the engine and rear wheels at any desired vehicle speed, for

instance miles per hour, and suehoperation ation at 1800 revolutions perminute, this would not result in a vehicle speed of 18 miles per hour,4because a direct drive would then be established, ,and the engine speedof 1800 revolutions per `minute would result in a vehicle speed of 36miles per hour. 'I'herefore, with mechanisms wherein, bothV primary andsecondary 'clutch mechanisms are responsive to the speed of the drivingmembers, a slipping. drive is initiated -at a vehicle speed of 15 milesper hour ,and is not terminated until thespeed of 36 miles per hour isattained, thereby effecting a, direct coupling between` the driving anddriven members only after an extremely prolonged slipping operation. Ac-

- cordingly, While I may make both the primary and secondary clutchesresponsive'to the speed of the driving member and such constructions arewithin the scope of my invention, the preferable form of my inventionutilizes mechanisms wherein the primary clutch mechanisms are responsiveto the speed of the driving member, and the secondary clutch mechanismsare responsive to the speed of the driven member.

Referring to all of the Vpower transmitting mechanisms that have beendisclosed, it is seen that as soon as'the prime mover is acceleratedsubstantially above idling speed, a coupling is automaticallyestablished between the prime mover l and the load, and while it isusually desirable that such action occur, there are times when it isdesired to disconnect thev prime mover from the load for the purpose ofallowing 4the prime mover to operate substantially or well above idlingspeed in order to allow the prime mover to .warm up, (if it is an engineof the internal combustion type), or to effect adjustment of thecarburetor thereof. connection by providing the reversing mechanismcontained in housing with a neutral position, between forward andreverse drive positions, wherein the driven transmissionshaft isdisconnected from. the final driven member or load. Lever |3| then willbe capable of assuming three operative positions, namely, forwarddriving position, neutral position, and reverse driving position.Accordingly, with the transmissions illustrated, the prime I:'nover andload may be disconnected, regardless ofthe speed of the prime mover, bymoving lever I3| into its neutral position. vIt is to be understood,however, that this the present inventlon,-as for instance, by auxiliaryjaw or friction clutchesl suitably interposed between elements of themechanism to disconnect the primemover and load.

Another manner in which disconnection of the -I preferably permitthisdisoperation may be effected in any other similar manner withoutdeparting from the spirit of prime mover and load may be effectedresides in tornati@ durch mechanism of Figure 1 of the drawings,although it is to be understood that the secondary clutch mechanismcould likewise be provided with declutching means.

In Figure Y16,cy:;operating with curved faces 50| formed on the innerextremities of levers 5| is the flat face of a ball race 502,.whichcooper` ates with anti-friction ballsA 503 disposed therebetween and asimilar ball race 504,. Ball races 502 and 504 are held in looselyassembled relation with respect to each othergby means of aretainstantially from,tand is independent of the intermediate shaft Il.Sleeve 506 is providedewith a tapped bore 509 into which agreas'e tting5I I of well known construction is screwed. Bore 50S communicates withan auxiliary extending passage 5I2 formed in sleelve 506 so thatlubricant introduced through passage 509 provides lubri-

